JP7198916B2 - Refrigerant circuit for vehicle - Google Patents

Description

The field of the invention is that of refrigerant circuits for vehicles, in particular refrigerant circuits for motor vehicles.

Today, automobiles are equipped with refrigerant circuits that are used to heat or cool various areas and various components of the vehicle. It is a particularly known embodiment to use this refrigerant circuit to heat-treat the air stream delivered to the interior of a vehicle equipped with such a circuit.

Another application of this circuit is the known implementation of using this circuit to cool a portion of a vehicle's electric traction driveline. This part is in particular an electrical storage device that is used to power an electric motor that can move the vehicle. The refrigerant circuit thus provides energy that can cool the storage device when used during operation. The refrigerant circuit is therefore designed to cool this storage device to a temperature that remains moderate.

It is also a known embodiment that the vehicle's electrical storage device is charged by being connected to the domestic power grid for several hours. This long-time charging technique makes it possible to keep the temperature of the power storage device below a certain threshold value, thereby eliminating the need for a system for cooling the power storage device.

New fast charging technologies have been developed in recent years. This involves charging the storage device at a high voltage and amperage in order to charge the storage device in as little as a few minutes. This fast charging heats up the storage device which needs to be cooled. This heating affects component ratings as this is the most severe situation. This rating impacts normal operation, except fast charging, especially due to superheating downstream of the cooler for the storage device.

A technical challenge, therefore, lies in the ability to dissipate the thermal energy generated by a portion of a vehicle's electric traction drivetrain on the one hand, and on the other hand, while simultaneously maintaining a level of circuit performance considered acceptable. in its ability to cool the chamber.

The invention falls within this context and aims to achieve this goal, i.e. keeping the storage device below a threshold temperature and/or cooling the passenger compartment to a given level achieved. A refrigerant engineered to operate with two heat exchangers dedicated to cooling a portion of the transmission system and a third heat exchanger dedicated to cooling the passenger compartment. A technical solution is proposed, which is pursued for realization with circuits, which makes it possible to realize the superheating at the inlet of the compression device in a simple and economical way.

One subject of the present invention is therefore a refrigerant circuit for a vehicle, the circuit comprising at least a main pipe, a first leg, a second leg and a third leg, these three All four legs are in series with a main pipe which includes at least a compressor for compressing refrigerant and a main heat exchanger configured to pass an outside airflow outside the passenger compartment therethrough; One leg includes at least a first heat exchanger thermally coupled with a loop of heat transfer fluid and an accumulator device for accumulating refrigerant; at least two heat exchangers, the third leg including at least a third heat exchanger designed to pass the internal airflow channeled into the passenger compartment, the first leg and the second leg being in parallel; and intersect at a collection point located between the pressure accumulator and the compressor, and the first leg and the third leg meet at a first junction located between the first heat exchanger and the pressure accumulator. A refrigerant circuit characterized by: The first heat exchanger and the third heat exchanger are intended to supply refrigerant to the pressure accumulator, and the second heat exchanger is connected so as to bypass the pressure accumulator. The second heat exchanger is actually connected downstream of the pressure accumulator from the refrigerant point of view. The second heat exchanger can cause superheating of the refrigerant. This refrigerant is in a gaseous state when superheated. The gaseous refrigerant flowing from the second heat exchanger therefore reaches the compressor directly, which contributes to increasing the coefficient of performance of the circuit. By "directly" is meant that there is no bottle or pressure accumulator between the second heat exchanger and the compressor.

When the first heat exchanger and the second heat exchanger are working together, the refrigerant coming from the pressure accumulator, which is close to saturated vapor state (in particular, the vapor content is close to 0.95), and the second heat exchange Superheated gaseous refrigerant flowing directly from the vessel joins at a collection point in the main pipe. As a result, the refrigerant is mixed and moderately superheated. This overheating results in an overall improvement in the circuit's coefficient of performance.

The fact that the first heat exchanger is connected upstream of the pressure accumulator in terms of the refrigerant and the fact that the second heat exchanger is connected downstream of the pressure accumulator, e.g. This means that the operation of the second heat exchanger can be decoupled from the operation of the third heat exchanger while driving on the highway with moderate cooling well below the cooling capacity. In the absence of such a setting, the circuit could be operated to flood the first heat exchanger to compensate for overheating of the second heat exchanger, but this would complicate the optimization and control system. .

The first heat exchanger comprises at least part of the electric traction transmission system of the vehicle, such as an electrical storage device used to power an electric motor capable of moving said vehicle, and/or electronics and/or Alternatively, the electric motor itself is configured to be heat treated. Therefore, the first heat exchanger acts as an evaporator.

The second heat exchanger comprises at least part of the electric traction transmission system of the vehicle, such as an electrical storage device used to power an electric motor capable of moving said vehicle, and/or electronics and/or Alternatively, it is configured to heat treat the electric motor. The second heat exchanger therefore acts as an evaporator.

Advantageously, the first heat exchanger and the second heat exchanger are responsible for the heat treatment of one and the same part of the electric traction transmission system of the vehicle, for example an electrical storage device.

The first heat exchanger and the second heat exchanger each provide a direct, i.e., first heat exchanger and a portion of the vehicle's electric traction power transmission between the refrigerant and a portion of the vehicle's electric traction power transmission. and/or convection between the second heat exchanger and a portion of the vehicle's electric traction power transmission allows for the exchange of thermal energy. In such cases, the cooling of the components of the vehicle's electric traction power transmission is straightforward. Alternatively, the exchange of heat energy is via a heat transfer fluid loop intended to carry heat energy from a portion of the vehicle's electric traction drive train to the first heat exchanger and/or the second heat exchanger. It can be done indirectly. It is therefore understood that the cooling of the components of the vehicle's electric traction power transmission may be indirect.

The first heat exchanger and the second heat exchanger are each individualized in the sense that they can be placed in different locations within the vehicle that are physically remote from each other.

The third heat exchanger can be installed in heating, ventilation and/or air conditioning installations. This third heat exchanger can thus be used as an evaporator to cool the air flow into the passenger compartment.

The first junction point is the meeting point of the circuit. Refrigerant flowing from the first heat exchanger and refrigerant flowing from the third heat exchanger may join at the first junction.

The compression device is for example a compressor and the invention is particularly applicable when the compressor is a fixed cylinder volume, variable speed electric compressor. It is thus possible to control the heat output of the circuit according to the invention.

The main heat exchanger can be used as a condenser. The main heat exchanger is located at the front of the vehicle to benefit from the external airflow supply while driving. A main heat exchanger may be used as an evaporator if the circuit is operable as a heat pump.

The refrigerant is a sub-critical fluid, known for example by the reference numbers R134A and R1234YF. A refrigerant circuit according to the present invention is a closed circuit that performs a thermodynamic cycle.

The first leg and the second leg of the circuit are in parallel from the refrigerant's point of view. The first and second legs of the circuit are each in series with the main pipe from the refrigerant's point of view.

According to one aspect of the invention, the main pipe extends between a meeting point and a branch point, the branch point being the point after which the first leg and the second leg separate.

According to one aspect of the invention, the main pipe includes a subcooling unit arranged between the main heat exchanger and the branch point. A main heat exchanger is associated with a refrigerant subcooler. A subcooler can cause a subcooling of the refrigerant, ie lower the temperature of the refrigerant below its condensation temperature.

According to one aspect of the invention, the subcooling device is designed so that the outside airflow outside the passenger compartment passes through it so that the outside airflow is cooled before the air in the outside airflow passes through the main heat exchanger. It is the 4th heat exchanger installed so that the inside may be passed through. Subcooling devices are therefore sometimes placed at the front of the vehicle together with the main heat exchanger to benefit from being supplied with external airflow while driving. The external airflow first passes through the subcooler. Then, leaving the subcooler, the external airflow passes through the main heat exchanger.

When both the subcooler and the main heat exchanger are used to cool the refrigerant, the external airflow performs first heat exchange in the subcooler, second heat exchange in the main heat exchanger, and so on.

According to one aspect of the invention, the first leg includes the first junction, the second leg includes the second junction, and the third leg of the circuit extends between the first junction and the second junction. Extend.

The second junction is a branching point of the circuit. Refrigerant flowing from the main pipe can be split at a second junction and fed to a second heat exchanger and a third heat exchanger.

The third leg is in parallel with at least the first portion of the first leg, the first portion of the first leg including at least the first heat exchanger and the second portion of the first leg including at least the pressure accumulator. .

According to one aspect of the invention, the main pipe includes a main expansion member. The main expansion member is upstream of the main heat exchanger from the refrigerant's point of view. The main expansion member is inoperable when the main heat exchanger is operating as a condenser. It is therefore fully open. The main expansion member expands the refrigerant when the main heat exchanger is operating as an evaporator.

According to one aspect of the invention, the first leg includes a first expansion member. The first expansion member is upstream of the first heat exchanger from the refrigerant's point of view.

According to one aspect of the invention, the second leg includes a second expansion member. The second expansion member is upstream of the second heat exchanger from the refrigerant's point of view.

According to one aspect of the invention, the third leg includes a third expansion member. A third expansion member is upstream of the third heat exchanger from the refrigerant's point of view.

The main expansion member, the first expansion member, the second expansion member and/or the third expansion member are for example electronic expansion valves. These may be equipped with a shut-off function. Where the blocking function is not part of one of the inflatable members and/or another, the blocking function is offset upstream of said associated inflatable member and performed by dedicated components.

One and/or another of these inflatable members can be fully open or partially open. When open, they do not change the state of the refrigerant passing through them and are considered inoperable and fully open. If they are closed, they prevent coolant from passing through. When they are partially open they expand the refrigerant and thus affect the cooling capacity supplied by the associated heat exchanger.

According to one aspect of the invention, a pressure accumulator is arranged between the first junction and the collection point. The pressure accumulator can thus be fed from the first heat exchanger and/or from the third heat exchanger and/or from the main heat exchanger.

According to one aspect of the invention, the main pipe includes a fifth heat exchanger arranged between the compressor and the main heat exchanger and designed to pass therethrough the internal airflow channeled into the passenger compartment. . This fifth heat exchanger can be installed in a heating, ventilation and/or air conditioning installation. A fifth heat exchanger is used as a condenser to heat the airflow directed into the passenger compartment. Thus, the fifth heat exchanger can be installed together with the third heat exchanger in a heating, ventilation and/or air conditioning installation. With a fifth heat exchanger operating as a condenser, the main heat exchanger can operate in heat pump mode as an evaporator.

According to one aspect of the invention, the main pipe includes a third junction located between the main heat exchanger and the branch, and a fourth leg extends between the third junction and the first junction. , the fourth leg includes at least one isolation valve. A third junction is a branching point of the circuit. The isolation valve can be opened or closed to allow or prevent refrigerant from circulating within the fourth leg. The first junction is the collection point for refrigerant flowing from the fourth leg, the first heat exchanger, and the third heat exchanger.

According to one aspect of the invention, the third junction is located between the main heat exchanger and the subcooler. Refrigerant flowing from the main heat exchanger can be split at the third junction and fed to the fourth leg and thus to the first junction, the accumulator and the subcooler.

According to one aspect of the invention, the circuit includes a fifth leg connecting the main pipe to the junction, the fifth leg including at least one isolation valve. The isolation valve can be opened or closed to allow or prevent refrigerant from circulating within the fifth leg.

A fifth leg extends between the junction and a fourth junction located within the main pipe between the fifth heat exchanger and the main heat exchanger. Advantageously, the fourth junction is located between the fifth heat exchanger and the main expansion member. Therefore, when the main expansion member is closed, the refrigerant will utilize the fifth leg to reach the circuit junction.

According to one aspect of the invention, the first heat exchanger is arranged to produce a greater heat output than the second heat exchanger. The first heat exchanger and the second heat exchanger have different thermal performance. The difference is whether the first heat exchanger and the second heat exchanger are designed, for example, in size, in shape, and/or using techniques and/or materials that provide different thermal performance characteristics. may stem from the fact that they are of different types. For example, the first heat exchanger is configured for a higher flow rate of refrigerant. According to another example where these heat exchangers are identical plate type exchangers, the first heat exchanger has a greater number of plates than the second heat exchanger.

The first heat exchanger and/or the second heat exchanger are used according to the need to cool the portion of the electric traction power transmission system that is cooled by the heat transfer fluid loop. If the need for cooling is low while driving, then it is the second heat exchanger that is used. During fast charging, it is the first heat exchanger that provides most of the required capacity. The second heat exchanger provides support and allows a superheated operating point at the inlet of the compressor, thus improving the operating cycle.

According to one aspect of the invention, the circuit includes an internal heat exchanger having two passages, the low pressure passage being disposed in the main pipe between the collection point and the compression device, and the high pressure passage being located in the main pipe. It is placed between the cooling device and the branch point.

According to another aspect of the invention, the circuit includes an internal heat exchanger having two passages, the low pressure passage being disposed between the accumulator and the collecting point, and the high pressure passage being the subcooler in the main pipe. and the branch point.

The present invention also provides a vehicle comprising a refrigerant circuit for a refrigerant as described above and a heat transfer fluid loop thermally coupled to the refrigerant circuit via a first heat exchanger and a second heat exchanger. Regarding the system for heat treatment, the first heat exchanger and the second heat exchanger are responsible for heat treatment of at least one and the same part of the vehicle's electric traction drivetrain.

The heat transfer liquid loop is a closed circuit comprising at least the main conduit, the first heat exchanger and the second heat exchanger, and a circulation inducing means, such as a pump, capable of circulating the heat transfer liquid within the main conduit. be.

The first heat exchanger and the second heat exchanger thus form part of the refrigerant circuit and part of the heat transfer liquid loop. And these are two-fluid, in particular two-liquid, heat exchangers through which both the refrigerant and the heat transfer liquid are arranged to pass. There is a transfer of thermal energy between the refrigerant and the heat transfer liquid in the first heat exchanger on the one hand and in the second heat exchanger on the other hand, the heat transfer liquid passing through the first heat exchanger and/or the second heat exchanger. Cooling occurs when the heat exchanger operates as an evaporator.

Part of the vehicle's electric traction power transmission is, for example, the vehicle's electrical storage device, such as a battery or battery pack. Also, a portion of the vehicle's electric traction drive train may correspond to the vehicle's electric traction motor or an electronic control unit for the electric traction motor. That is, said part can correspond to any part of the electric traction power transmission of the vehicle that needs to be cooled. Also, heat treatment can target many of these parts.

Further features, details and advantages of the present invention will become more apparent from reading the description provided below for information purposes in conjunction with the drawings.

1 is a schematic diagram of a circuit in a first embodiment according to the invention; FIG. 1 shows a circuit that is the subject of a first embodiment operated according to different modes of operation for cooling the passenger compartment and/or part of the electric traction transmission of the vehicle; 1 shows a circuit that is the subject of a first embodiment operated according to different modes of operation for cooling the passenger compartment and/or part of the electric traction transmission of the vehicle; 1 shows a circuit that is the subject of a first embodiment operated according to different modes of operation for cooling the passenger compartment and/or part of the electric traction transmission of the vehicle; 1 shows a circuit that is the subject of a first embodiment operated according to different modes of operation for cooling the passenger compartment and/or part of the electric traction transmission of the vehicle; 1 shows a circuit that is the subject of a first embodiment operated according to different modes of operation for cooling the passenger compartment and/or part of the electric traction transmission of the vehicle; FIG. 4 is a schematic diagram of a circuit in a second embodiment according to the invention;

First of all, it should be noted that although the figures describe the invention in detail in order to implement it, said figures could of course serve to better define the invention if necessary. Should. These figures are schematic representations of how the circuit is made, what constitutes the circuit, and how the refrigerant circulates in the circuit. In particular, the circuit according to the invention comprises a device for compressing the refrigerant, two heat exchangers connected to the loop of the heat transfer liquid to exchange air, a pressure accumulator, at least three expansion members and a configuration thereof. and piping connecting with each of the elements.

The terms upstream and downstream used in the following description refer to the direction of circulation of the fluid in question, i.e. the refrigerant, the internal airflow directed into the passenger compartment, or the external airflow outside the passenger compartment.

In Figures 2-6, the refrigerant is symbolized by an arrow indicating the direction of circulation of the latter in the piping in question. A solid line indicates a portion of the circuit in which the refrigerant circulates, while a dashed line indicates that the refrigerant does not circulate. The high pressure, high temperature refrigerant is represented by the black arrows. A low pressure, low temperature refrigerant is represented by an open arrow.

Identifiers such as "principal," "first," "second," etc. are not intended to indicate levels of hierarchy or to order the terms to which they are attached. These identifiers serve to distinguish the terms to which they are attached and are interchangeable without narrowing the scope of the invention.

FIG. 1 therefore shows a circuit 1 of a first embodiment. This circuit 1 is a closed loop in which the refrigerant is circulated by the compressor 2 . Compression device 2 may take the form of an electric compressor, ie a compressor comprising a compression mechanism, an electric motor and possibly a control device.

According to the first embodiment shown, circuit 1 comprises at least main pipe 3 , first leg 4 and second leg 5 . Both the first leg 4 and the second leg 5 are in series with the main pipe 3 . The first leg 4 and the second leg 5 are parallel and meet at a convergence point 6 . The main pipe 3 extends between a convergence point 6 and a branch point 7 after which the first leg 4 and the second leg 5 separate.

The main pipe 3 includes at least a refrigerant compression device 2 and a main heat exchanger 8 . The main heat exchanger 8 is designed so that the air flow outside the passenger compartment passes through it. The main heat exchanger 8 is therefore arranged at the front of the vehicle to be supplied with this external airflow. The main heat exchanger 8 can operate as a condenser.

The main pipe 3 contains a main expansion member 9 . The main expansion member 9 is arranged upstream of the main heat exchanger 8 from the point of view of the refrigerant. Therefore, in association with the main expansion member 9, the main heat exchanger 8 can operate as an evaporator. The main inflatable member 9 can be fully opened or partially opened or closed as it incorporates a blocking function.

The main pipe 3 contains a subcooling device 10 arranged between the main heat exchanger 8 and the branch point 7 . Subcooler 10 is the fourth heat exchanger. A subcooling device 10 is placed at the front of the vehicle so that it is supplied with external airflow. The main heat exchanger 8 and the subcooling device 10 are therefore together at the front of the vehicle. The subcooler 10 is installed such that the external airflow passes through the subcooler 10 before passing through the main heat exchanger 8 . From an external airflow point of view, the fourth heat exchanger is upstream of the main heat exchanger 8 .

Main pipe 3 includes check valve 11 . A non-return valve 11 is arranged between the subcooler 10 and the branch point 7 . Check valve 11 prevents refrigerant from circulating from junction 7 towards subcooler 10 .

The main pipe 3 includes a first heat exchanger 12 arranged between the compression device 2 and the main heat exchanger 8 . In this example the fifth heat exchanger 12 is arranged between the compression device 2 and the main expansion member 9 . The fifth heat exchanger 12 is designed such that the internal airflow directed into the passenger compartment passes through it. The fifth heat exchanger 12 is configured to operate as a condenser in heating, ventilation and/or air conditioning installations.

The first leg 4 comprises at least a first heat exchanger 13 thermally coupled with a loop 14 of heat transfer liquid and a pressure accumulator 15 for accumulating refrigerant.

The first heat exchanger 13 is configured to operate as an evaporator. The first heat exchanger 13 is associated with a first expansion member 16 arranged upstream of the first heat exchanger 13 . The main inflatable member 16 can be fully open or partially open or closed as it incorporates a blocking feature.

The pressure accumulator 15 is upstream of the collection point 6 from the point of view of the refrigerant. The pressure accumulator 15 is capable of separating the liquid phase of the refrigerant from the gas phase and accumulating the liquid phase of the refrigerant. Circuit 1 therefore does not have a bottle of desiccant.

The second leg 5 comprises at least a second heat exchanger 17 thermally coupled with the loop 14 of heat transfer liquid. The second heat exchanger 17 is arranged to operate as an evaporator. The second heat exchanger 17 is associated with a second expansion member 18 arranged upstream of the second heat exchanger 17 . The second inflatable member 18 incorporates a blocking feature so that it can be fully opened or partially opened or closed.

The conditions under which the heat transfer liquid loop 14 is used can cause overheating of the refrigerant inside the second heat exchanger 17 . This overheating corresponds to an increase in the temperature of the refrigerant above its saturation temperature at the same pressure.

The collection point 6 is arranged between the pressure accumulator 15 and the compression device 2 . Therefore, the pressure accumulator 15 can be supplied with refrigerant by the first heat exchanger 13 instead of the second heat exchanger 17 .

The first heat exchanger 13 is arranged to produce more heat output than the second heat exchanger 17 . For example, the first heat exchanger 13 is larger in size than the second heat exchanger 17 .

First leg 4 includes first junction 19, second leg 5 includes second junction 20, and third leg 25 of circuit 1 extends between first junction 19 and second junction 20. .

The first leg 4 is divided into a first portion 21 and a second portion 22 . The first portion 21 extends from the bifurcation point 7 to the first junction point 19 . A second portion 22 extends from the first junction point 19 to the converging point 6 . The first expansion member 16 and the first heat exchanger 13 are included in the first portion 21 of the first leg 4 . The pressure accumulator 15 is itself included in the second portion 22 of the first leg 4 .

The second leg 5 is divided into a first portion 23 and a second portion 24 . A first portion 23 extends between the branch point 7 and the second junction point 20 . A second portion 24 extends between the second junction 20 and the collection point 6 . The second expansion member 18 and the second heat exchanger 17 are included in the second portion 24 of the second leg 5 .

The third leg 25 includes at least a third heat exchanger 26 designed to pass the internal airflow channeled into the passenger compartment. The third heat exchanger 26 is configured to operate as an evaporator within a heating, ventilation and/or air conditioning installation 27 installed in the vehicle. The third heat exchanger 26 is associated with a third expansion member 28 positioned upstream of the third heat exchanger 26 . The third inflatable member 28 can be fully open, partially open, or closed.

The third heat exchanger 26 can be arranged in a heating, ventilation and/or air conditioning installation 27 together with the fifth heat exchanger 12 . For example, the third heat exchanger 26 is positioned upstream of the fifth heat exchanger 12 from an internal airflow standpoint.

The third heat exchanger 26 can supply refrigerant to the pressure accumulator 15 which is arranged downstream of the third heat exchanger 26 between the first junction 19 and the collection point 6 .

The circuit is configured such that the first heat exchanger 13 operates alone. As a result, the second inflatable member 18 and the third inflatable member 28 are closed.

The main pipe 3 includes a third junction 29 located between the main heat exchanger 8 and the first junction 19, and a fourth leg 30 extends between the third junction 29 and the first junction 19. . The main heat exchanger 8 can supply refrigerant to the pressure accumulator 15 via the fourth leg 30 .

Fourth leg 30 includes at least one isolation valve 31 . Isolation valve 31 allows refrigerant to circulate through fourth leg 30 when open and prevents this circulation when closed.

Circuit 1 includes a fifth leg 32 connecting main pipe 3 to junction 7 .

A fifth leg 32 extends between the fourth junction 33 and the junction 7 . A fourth junction 33 is arranged in the main pipe 3 between the fifth heat exchanger 12 and the main heat exchanger 8 . Advantageously, the fourth junction 33 is arranged between the fifth heat exchanger 12 and the main expansion member 9 .

Fifth leg 32 includes at least one isolation valve 34 . Isolation valve 34 allows refrigerant to circulate through fifth leg 32 when open and prevents this circulation when closed.

The main pipe 3 is divided into a first portion 35 , a second portion 36 and a third portion 37 . A first portion 35 extends between the converging point 6 and the fourth junction point 33 . Compressor 2 and fifth heat exchanger 12 are contained in first section 35 of main pipe 3 . A second portion 36 extends between the fourth junction 33 and the third junction 29 . Main expansion member 9 and main heat exchanger 8 are contained in second portion 36 of main pipe 3 . A third portion 37 extends between the third junction 29 and the branch point 7 . A subcooling device 10 and a non-return valve 11 are included in the third section 37 of the main pipe 3 .

The refrigerant circuit 1 is included in the heat treatment system 38 of the vehicle. The heat treatment system 38 includes a refrigerant circuit 1 and a heat transfer liquid loop 14 . The heat transfer liquid loop 14 and the refrigerant circuit 1 are thermally coupled via a first heat exchanger 13 and a second heat exchanger 17 .

The first heat exchanger 13 and the second heat exchanger 17 are responsible for the heat treatment of at least one identical portion 39 of the vehicle's electric traction power transmission. In the example of FIG. 1, the first heat exchanger 13 and the second heat exchanger 17 are in charge of heat-treating the power storage device 40 of the vehicle.

The heat transfer liquid loop 14 is a closed circuit 1 comprising at least the main conduit 41 , the first heat exchanger 13 and the second heat exchanger 17 and the circulation inducing means 42 . In the example of FIG. 1, the heat transfer liquid loop 14 includes a main conduit 41, a first conduit 43, and a second conduit 44 extending between a first 45 and a second 46 connection point. The main conduit 41 is in series with the first conduit 43 and the second conduit 44 from the point of view of the heat transfer fluid. The first conduit 43 and the second conduit 44 are parallel to each other from the same point of view.

The main conduit 41 contains the electrical storage device 40 and the circulation inducing means 42 . The power storage device 40 is arranged between the second connection point 46 and the circulation inducing means 42 . First conduit 43 includes first heat exchanger 13 . A second conduit 44 contains the second heat exchanger 17 .

A circulation inducing means 42 may allow the heat transfer liquid to circulate through the main conduit 41 . For example, circulation inducing means 42 is a pump.

2-6 show the circuit 1 in the embodiment shown in FIG. 1 according to the invention. FIGS. 2-6 correspond to various situations in which heat treatment of the passenger compartment and/or vehicle power storage device 40 is required. The required cooling capacity varies depending on the operating mode presented. As a result, one and/or the other of the heat exchanger or the fifth heat exchanger 12 is required.

FIG. 2 shows a circuit 1 according to the invention which is used in air conditioning mode to heat-treat the storage device 40 while driving. This operation mode enables simultaneous cooling of the passenger compartment and power storage device 40 . Cooling of the interior of the room is performed by the third heat exchanger 26 . Cooling of the power storage device 40 is performed by the second heat exchanger 17 .

In the example of FIG. 2, compression device 2 provides high temperature and high pressure to refrigerant 47 in main pipe 3 . It is in that condition that the refrigerant 47 passes through the fifth heat exchanger 12 that is disabled.

Refrigerant 47 enters the second portion 36 of the main pipe 3 through the fourth junction 33 and is prevented from passing through the fifth leg 32 because the isolation valve 34 is closed.

In the second portion 36 of the main pipe 3 the refrigerant 47 passes through the main expansion member 9 which is fully open. Therefore, no refrigerant is expanded in the main expansion member 9 .

In the example of FIG. 2, the main heat exchanger 8 operates as a condenser. The external airflow FE, at least part of which has already passed through the subcooling device 10 , passes through the main heat exchanger 8 . The refrigerant 47 transfers thermal energy to the external airflow FE and condenses. After the main heat exchanger 8, the refrigerant 47 passes through the third junction 29 and reaches the third section 37 of the main pipe 3, the isolation valve 31 being closed. The refrigerant 47 undergoes subcooling as it passes through the subcooler 10 through which the external airflow FE passes at the same time.

Next, the refrigerant 47 passes through the check valve 11 and moves to the branch point 7 . Since the first expansion member 16 is closed, the refrigerant 47 enters the second leg 5 and the third leg 25, and since the second expansion member 18 and the third expansion member 28 are partially opened, the refrigerant 47 can pass through the second inflatable member 18 and the third inflatable member 28 .

In the second leg 5 , the high pressure and high temperature refrigerant 47 undergoes expansion provided by the second expansion member 18 . The refrigerant 47 passes through the second heat exchanger 17 at low pressure and low temperature. At that time, the refrigerant 47 exchanges heat with the loop 14 of the heat transfer liquid 48 inside the second heat exchanger 17 in order to cool the heat transfer liquid 48 . The thermal conditions provided by portion 39 of the electric traction transmission allow superheating of refrigerant 47 so that refrigerant 47 is completely in the vapor phase. It is in this superheated state that the refrigerant 47 reaches the collection point 6 .

In the third leg 25 , the high pressure, high temperature refrigerant 47 undergoes expansion provided by the third expansion member 28 . The refrigerant 47 passes through the third heat exchanger 26 at low pressure and low temperature. At that time, the refrigerant 47 exchanges heat with the internal airflow FA for the passenger compartment. Leaving the third heat exchanger 26, the refrigerant 47 is in two-phase form. Inside the pressure accumulator 15 the liquid phase is separated and it is basically the gas phase that reaches the collecting point 6 .

At the collection point 6, the superheated refrigerant 47 coming from the second leg 5 and the refrigerant 47 coming from the third leg 25 are mixed before reaching the compressor 2 and a moderate amount of superheat to complete the thermodynamic cycle. occurs.

In the example of FIG. 2, refrigerant 47 circulates through main pipe 3 through second leg 5 and third leg 25 . The refrigerant 47 does not circulate in the first leg 4 because the first expansion member 16 is closed, does not circulate in the fourth leg 30 because the cutoff valve 31 is closed, and does not circulate in the fifth leg because the cutoff valve 34 is closed. 32 does not circulate either. The second junction 20 is where the coolant 47 diverges and the converging point 6 is where the coolant 47 joins.

In the example of FIG. 2, a heat transfer liquid 48 circulates through at least the main conduit 41 and the secondary conduit 44 to cool a portion 39 of the electric traction transmission, such as the electrical storage device 40 .

FIG. 3 shows a circuit 1 according to the invention which is operated only in air conditioning mode while driving. This mode of operation makes it possible to use the third heat exchanger 26 of the heating, ventilation and/or air conditioning installation 27 to cool the passenger compartment.

The differences to what was described in FIG. 2 are described below. Except for these differences, the description of FIG. 2 applies mutatis mutandis, and reference can be made to the description of FIG. 2 with respect to the implementation of the invention described in FIG.

In the example of Figure 3, the first inflatable member 16 and the second inflatable member 18 are closed. As a result, coolant 47 does not circulate through second portion 24 of second leg 5 . At second junction 20 , refrigerant 47 utilizes only second leg 25 . Collection point 6 does not receive superheated refrigerant 47 flowing from second leg 5 .

In the example of FIG. 3, the coolant 47 circulates through the entire main pipe 3 through the first portion 23 of the second leg 5 and the third leg 25 . Refrigerant 47 does not circulate through the first leg 4 because the first expansion member 16 is closed, nor does it circulate through the second portion 24 of the second leg 5 because the second expansion member 18 is closed, and the isolation valve 31 is closed. The fourth leg 30 also does not circulate because it is closed, and the fifth leg 32 does not circulate either because the isolation valve 34 is closed.

FIG. 4 shows the circuit 1 according to the invention used in air conditioning mode to heat-treat the storage device 40 during fast charging of said storage device 40 . This mode of operation is used, for example, when occupants remain inside the vehicle while the vehicle is stationary and charging. This operation mode enables simultaneous cooling of the passenger compartment and power storage device 40, which requires more cooling than during running. The indoor heating is performed by the fifth heat exchanger 12 . Cooling of power storage device 40 is performed by first heat exchanger 13 and second heat exchanger 17 . Collection point 6 receives a mixture of superheated and non-superheated refrigerant 47 .

In the example of FIG. 4, refrigerant 47 circulates as described with respect to FIG. The circulation of the first leg 4 is described below. For the other legs and the main pipe 3, reference can be made to the description made with respect to FIG. 2, which applies mutatis mutandis.

Refrigerant 47 circulates through first leg 4 and undergoes expansion provided by first expansion member 16 . After the resulting low temperature and low pressure, the refrigerant 47 exchanges heat inside the first heat exchanger 13 through which the heat transfer liquid 48 is simultaneously passed. In the second branch 5 the refrigerant 47 circulates as explained with respect to FIG. Therefore, power storage device 40 is cooled by joint heat treatment by first heat exchanger 13 and second heat exchanger 17 to meet the need for further cooling.

Refrigerant 47 flowing from first leg 4 and third leg 25 reaches first junction 19 before entering pressure accumulator 15 . Past this pressure accumulator 15 , the gaseous refrigerant 47 is mixed with the superheated refrigerant 47 flowing from the second leg 5 and evaporated in the second heat exchanger 17 .

In the example of FIG. 4, the heat transfer liquid 48 is circulated throughout the loop 14 of the heat transfer liquid 48 to cool the electrical storage device 40 by the simultaneous operation of the first heat exchanger 13 and the second heat exchanger 17. .

FIG. 5 shows the circuit 1 according to the invention, which is operated in internal heating mode while driving.

In the example of FIG. 5, the compression device 2 applies high temperature and high pressure to the refrigerant 47 inside the main pipe 3 . It is in that state that the refrigerant 47 passes through the fifth heat exchanger 12 . The refrigerant 47 exchanges with the internal airflow FA when passing through the fifth heat exchanger 12 . The fifth heat exchanger 12 is therefore used as a condenser for the refrigerant 47 . In doing so, the internal airflow FA is heated and heats the passenger compartment.

Refrigerant 47 enters second portion 36 and fifth leg 32 of main pipe 3 through fourth junction 33 and isolation valve 34 is closed.

The main expansion member 9 expands the refrigerant 47 in the second portion 36 of the main pipe 3 so that the refrigerant 47 transitions from high pressure and high temperature to low pressure and low temperature. The main heat exchanger 8 operating as an evaporator allows the refrigerant 47 to recover the thermal energy provided by the external airflow FE.

At the third junction 29 the isolation valve 31 is opened so that the refrigerant 47 moves through the fourth leg 30 to the first junction 19 . Refrigerant 47 is actually sucked by downstream compression device 2 . Therefore, refrigerant 47 does not proceed to third portion 37 of main pipe 3 . The refrigerant 47 reaches the compression device 2 via the pressure accumulator 15 .

In the example of FIG. 5, the refrigerant 47 circulates through the first and second portions 35 and 36 of the main pipe 3 through the fourth leg 30 and the second portion 22 of the first leg 4 . Refrigerant 47 does not circulate in the third portion 37 of the main leg, nor in the first leg 4 because the first expansion member 16 is closed, nor in the second leg 5 because the second expansion member 18 is closed. There is no circulation, the third leg 25 is not circulating because the third expansion member 28 is closed, and the fifth leg 32 is not circulating either because the isolation valve 34 is closed.

FIG. 6 shows the circuit 1 according to the invention operated in a mode of providing heating of the interior of the vehicle and cooling of the part 39 of the electric traction power transmission while driving. Therefore, in this operation mode, heating of the passenger compartment and cooling of the power storage device 40 can be performed at the same time. The heating of the passenger compartment is provided by the fifth heat exchanger 12 of the embodiment illustrated in FIG. Cooling of the electrical storage device 40 is performed by the second heat exchanger 17 of the embodiment described in FIG. Collection point 6 receives a mixture of superheated and non-superheated refrigerant 47 .

Differences to what was described with respect to FIG. 5 are described below. Except for these differences, the description of FIG. 5 applies mutatis mutandis and reference can be made to the description of FIG. 5 with respect to the implementation of the invention according to FIG.

At the fourth junction 33 the isolation valve 34 is open so the coolant 47 is available on the fifth leg 32 . Refrigerant 47 then circulates through second leg 5 as described in FIG. 4, and reference may be made to FIG. 4 for the implementation of the invention described in FIG.

In the example of FIG. 6, refrigerant 47 passes through fourth leg 30, second portion 22 of first leg 4, first leg 32, and second leg 5 to first portion 35 and second portion 36 of main pipe 3. circulating. Refrigerant 47 does not circulate in the third portion 37 of the first leg 4, does not circulate in the first leg 4 either because the first expansion member 16 is closed, or in the third leg 25 because the third expansion member 28 is closed. does not circulate. The fourth junction point 33 is where the coolant 47 splits, and the converging point 6 is where the coolant 47 joins.

In the example of FIG. 6, the heat transfer liquid 48 circulates through at least the primary conduit 41 and the secondary conduit 44 to exchange heat between the refrigerant 47 and the heat transfer liquid 48 .

Figure 7 shows a second embodiment of a thermal management system 38 comprising a circuit 1 according to the invention. The differences to what was described with respect to FIG. 1 are described below. Except for these differences, the description of FIG. 1 applies mutatis mutandis, and reference can be made to the description of FIG. 1 with respect to the implementation of the invention according to FIG. The difference exists in the circuit 1 according to the invention and the loop 14 of the heat transfer liquid 48 . However, any one of these differences may be included separately in other embodiments.

In the example of FIG. 7, the circuit 1 according to the invention comprises an internal heat exchanger 60 with two passages 61,62.

A low pressure passage 61 is preferably arranged in the main pipe 3 between the collecting point 6 and the compression device 2 . Alternatively, the low pressure passage 61 is arranged between the pressure accumulator 15 and the collecting point 6 .

A high pressure passage 62 is arranged in the main pipe 3 between the subcooler 10 and the collecting point 7 , more specifically between the non-return valve 11 and the branch point 7 .

The low pressure passages 61 and the high pressure passages 62 are shown in FIG. 7 without clarity of connection in order to make FIG. 7 easier to understand. However, the low-pressure passage 61 and the high-pressure passage 62 are arranged in a single unit so that heat can be exchanged between the low-pressure refrigerant circulating in the low-pressure passage 61 and the high-pressure refrigerant circulating in the high-pressure passage 62. It should be understood that they form part of the same internal heat exchanger 60 .

In the example of FIG. 7, the first heat exchanger 13 and the second heat exchanger 17 are responsible for the heat treatment of the same part 39 of one of the electric traction power transmission systems of the vehicle, namely the storage device 40 . The loop 14 of heat transfer liquid 48 shown in FIG. 7 is capable of heat-treating two parts 39 of the vehicle's electric traction power transmission: the electric motor 49 and the electronic controller 50 controlling the electric motor 49 . . To supplement the cooling that can be provided by the first heat exchanger 13 and the second heat exchanger 17, the electrical storage device 40 is additionally realized by a radiator 51 arranged at the front of the vehicle together with the subcooling device 10. enjoy the cooling. The radiator 51 is arranged such that the external airflow FE outside the vehicle passes through it. A radiator 51 is present upstream of the main heat exchanger 8 with respect to this external airflow FE.

The radiator 51 is capable of producing two temperature levels for the heat transfer liquid 48 therein. To generate two temperature levels, the radiator 51 includes an inlet 52, a first outlet 53 and a second outlet 54 parallel to each other. The first outlet 53 can deliver heat transfer liquid at a first temperature level, and the second outlet 54 can deliver heat transfer liquid at a second temperature level different from the first temperature level. The first outlet 53 can benefit from the first temperature level and feed the electric motor 49 . A second outlet 54 may benefit from the second temperature level to supply power storage device 40 and electronic device 50 .

The loop 14 of heat transfer liquid 48 includes a third connection point 55 and a fourth connection point 56 . The third connection point 55 is intended to split the heat transfer liquid 48 so that it goes to the second connection point 46 on the one hand and to the electronic device 50 on the other hand. The fourth connection point 56 is intended to allow the heat transfer liquid 48 to flow from the first connection point 45 on the one hand and from the electric motor 49 on the other hand.

In order to circulate the heat transfer liquid 48 flowing from the first outlet 53 of the radiator 51, the loop 14 of the heat transfer liquid 48 is provided with additional displacement means 57 for displacing the heat transfer liquid. Additional displacement means 57 are arranged between the first outlet 53 and the electric motor 49 . Additional displacement means 57 are for example pumps.

There is a fifth connection point 58 between the first outlet 53 of the radiator 51 and additional displacement means 57 for displacing the heat transfer liquid. The fifth connection point 58 is a gathering area where the heat transfer liquid 48 flowing from the first outlet 53 and the heat transfer liquid 48 flowing from the electronic device 50 can be merged.

First conduit 43 includes three-way valve 59 . The three-way valve 49 is the point at which the heat transfer liquid 48 can diverge. The heat transfer liquid 49 is circulated by a circulation inducing means 52 that provides the direction in which the heat transfer liquid 49 circulates. In particular, the first heat exchanger 13 and the second heat exchanger 17 are arranged upstream of the electrical storage device 40 with respect to the heat transfer liquid 49 . Thus, due to the direction of circulation given by the device 42 causing the circulation of the heat transfer liquid 49, the heat transfer liquid 49 flowing from the first connection point 45 can itself deliver the heat transfer liquid 48. It can flow to the three-way valve 59 and on the one hand to the first heat exchanger 13 and on the other hand to the fourth connection point 56 . The three-way valve 59 has a shut-off function that prevents or allows one of these deliveries and/or the other.

Thus, from the foregoing, it can be seen that the present invention provides a vehicle electrical power supply, e.g. By cooling a part of the traction power transmission device and cooling the internal air flow sent into the vehicle interior, the heat treatment of the vehicle interior can be reliably performed. The performance factor of the circuit is therefore improved, especially when in the mode of fast charging while cooling the passenger compartment.

The invention is in no way limited to the means and arrangements described and shown herein, but also extends to any equivalent means or arrangements and any technically operable combination of such means. In particular, the construction of the refrigerant circuit can be changed without detracting from the invention as long as it ultimately achieves the functions described herein.

Claims (12)

A refrigerant circuit (1) for a vehicle comprising at least a main pipe (3), a first leg (4), a second leg (5) and a third leg (25), the three legs being All in series with said main pipe (3), said main pipe (3) having a compressor (2) for compressing a refrigerant (47) and an external airflow (FE) outside the passenger compartment passing through it. a first heat exchanger (13) thermally coupled with a loop (14) of heat transfer liquid (48), said first leg (4) being configured in a and a pressure accumulator (15) for accumulating said refrigerant (47), said second leg (5) being thermally coupled with said loop (14) of said heat transfer liquid (48). a vessel (17), said third leg (25) comprising at least a third heat exchanger (26) designed to pass therethrough an internal airflow (FA) channeled into said passenger compartment;
Said first leg (4) and said second leg (5) are parallel and meet at a convergence point (6) located between said pressure accumulator (15) and said compression device (2). ,
said first leg (4) and said third leg (25) meet at a first junction (19) located between said first heat exchanger (13) and said pressure accumulator (15); Circuit (1). Said main pipe (3) extends between said convergence point (6) and a branch point (7), said branch point (7) subsequently connecting said first leg (4) and said second leg (5). 2. A circuit (1) according to claim 1, wherein are the separating points. 3. A circuit according to claim 2, comprising a fifth leg (32) connecting said main pipe (3) to said branch point (7), said fifth leg (32) comprising at least one isolation valve (34). (1). Circuit (1) according to claim 2 or 3 , wherein the main pipe (3) comprises a subcooling device (10) arranged between the main heat exchanger (8) and the branch point (7). . comprising an internal heat exchanger (60) having two passages (61, 62), a low pressure passage (61) being in said main pipe (3) between said collecting point (6) and said compression device (2); 5. The circuit (1) according to claim 4, wherein a high pressure passageway (62) is arranged in said main pipe (3) between said subcooler (10) and said branch point (7). . An internal heat exchanger (60) having two passages (61, 62), a low pressure passage (61) being located between said pressure accumulator (15) and said collecting point (6) and a high pressure passage 5. Circuit (1) according to claim 4, wherein (62) is arranged in the main pipe (3) between the subcooler (10) and the branch point (7). Said supercooling device (10) is designed so that said external air flow (FE) outside said passenger compartment passes through it so that said external air flow (FE) air passes through said main heat exchanger (8). A circuit (1) according to any one of claims 4 to 6 , which is a fourth heat exchanger arranged to pass said external airflow (FE) before passing through it. Said first leg (4) comprises said first junction (19), said second leg (5) comprises a second junction (20) and said third leg (25) of said circuit (1) A circuit ( 1 ) according to any preceding claim, wherein a extends between said first junction (19) and said second junction (20). Said main pipe (3) comprises a fifth heat exchanger (12) arranged between said compressor (2) and said main heat exchanger (8), said fifth heat exchanger (12) comprising 9. A circuit (1) according to claim 8 , designed to pass through said internal air flow (FA) directed into said vehicle interior. Said first leg (4) comprises said first junction (19), said second leg (5) comprises a second junction (20) and said third leg (25) of said circuit (1) extends between said first junction (19) and said second junction (20),
Said main pipe (3) comprises a third junction (29) located between said main heat exchanger (8) and said branch point (7), a fourth leg (30) said third junction Extending between (29) and said first junction (19), said fourth leg (30) comprises at least one isolation valve (31), according to any one of claims 2 to 7 . Circuit (1). A circuit ( 1 ) according to any preceding claim, wherein said first heat exchanger (13) is arranged to produce a greater heat output than said second heat exchanger (17). A refrigerant circuit (1) for a refrigerant (47) according to any one of claims 1 to 11 and a refrigerant fluid through said first heat exchanger (13) and said second heat exchanger (17) a loop (14) of heat transfer liquid (48) thermally coupled with said refrigerant circuit (1) for (47), said first heat treatment system (38) comprising: A system (38), wherein the exchanger (13) and said second heat exchanger (17) are responsible for heat treating at least one same portion (39) of said electric traction power transmission system of said vehicle.

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